Refrigerating apparatus



May 16, .1939. c. F. HENNE'Y REFRIGHEATINGAPPARATUSl Filed March 29, 193.4

4 Sheets-Sheet 2 v f -117 zg i:

aos zo@ 2o l C 307 in 200 P y transmission I6a to maintain therspeed thereof' Patented May 16, 1939 PATENT OFFICE 2,158,367 REFRIGERATING `APPARATUS Charles F. Henney, Dayton, Ohio, assignor to General Motors Corporation, DaytonyOhio, a corporation of Delaware Application March 29, 1934, serial No. 717,981

3 claims. (ci. 'i4-2230.17)

This invention relates to refrigeration and more particularly to the conditioning of airfor vehicles such as railroad cars or the like.

It is among the objects of this invention to provide an improved means of driving the refrigerant liquefying unit oi' an air conditioning system for conditioning the air in a vehicle.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accom-y panying drawings, wherein a preferred form of the present invention is clearly shown.

In the drawings:

Fig. l is a diagrammatic representation of an air conditioning system embodying features of my invention;

Fig. 2 isa cross-sectional view of a portion of Fig. 1; and

Figs. 3 to 8 are diagrammatic representations showing modifications.

A vehicle embodying my invention may include a compartment I0, the airfor which is to be conditioned. A refrigerant evaporator, or cooling device, II is placed in a position to condition the air for the compartment I0, for example, by placing it at one end of the compartment and by blowing air over the evaporator through the medium of an electrically driven fan I2 which forces air into the compartment. A refrigerant liquefying unit I3 is connected with the evaporator Il by means of a liquid refrigerant line I4 and an evaporated refrigerant line I5. The liquefying unitl3 is preferably actuated by energyv derived from the motion of the car. Thus a shaft I6 is connected to one of the Wheels of the car to be driven at a speed'proportionate to the speed of the car. If desired', this shaft I6 may be driven Afrom the axle I1 of the car by a belt drive, or the like, I8. A variable ratio transmission I6a connects the shaft I6 vwith the compressor I9 of the liquefying unit I3 to drive it at a substantially constant speed regardlessl of the speed of the car.

tor or governor 2U which is responsive to the speed of the compressor I9 and controls the constant or within permissible limits during normal running speeds of the car.A

In the particular form shown inFigs. l and 2' the variable transmission Ilia includes aflrstA V- pulley A2| 'connected to the shaft I6 anda second V-pulley 22 connected to the shaft 23 which in turn is connected to the compressor I9 through the medium cf a belt drive or similar connec- To this end, the variable ratio transmis- .sion I6a is provided with an automatic actuathe train' stops.

tion. The V-pulleys have means for varying the width of the Vs in the pulleys to permit the belt 25 to travel radially inwardly or outwardly in the pulleys and thus vary the speed ratio at which the pulleys travel with respect to each 5 other. Thus the pulley 2| may include a fixed flange 26 and an adjustable flange 21 which is pressed toward the 'flange 26 by means of a spring 28. The pulley 22 is likewise provided with a fixed` flange 29 and an adjustable ange 30 which l0 is pressed away from the flange 29 by means of the spring 3l. These flanges are provided with means for preventing relative rotation therebey l tween. Thus in the case of flanges 29 or 30 a pin 32 xed on the-flange 36 permits axial move- 15 ment between the flanges which prevents relative rotation therebetween. Similar means, not shown, are provided for flanges 26 and 21.

The lautomatic actuator or governor 20 is arranged to vary the width of the Vs between the 20 flanges 26, 21, 29 and 30 inthe manner to maintain the speed of shaft 23 substantially constant or within permissible limits of speed at all'normal running speeds of the car. Thus the automatic actuator 20 may be a centrifugal governor 25 which is responsive to the speed of the shaft 23. 'I'he centrifugal weights 33, fulcrumed at 34, are provided with arms 35 in such a manner to outwardly travel of theweights 33 and move the flange 30 toward the flange 29. When this hap- 30 pens, the belt 25 is forced radially from the shaft 23 and consequently the belt is forced inwardly toward the shaft I 6, thus spreading apart the flanges 26 and 21. This action reduces the relative speed between the shafts I6 and 23. By 35 a proper relationship ybetween the weights and the spring action of the springs 3l and 28, the speed of the shaft' 23 may be maintained substantially constant or between permissible limits all normal speeds of the train. 40

The remainder ofthe refrigerating system may be of normal construction. Thus the liquefying unit I3 may include the compressor I9 which forwards compressed refrigerant to a condenser 40 provided with a liquid refrigerant receiver 4I. Liquid refrigerant flows from the receiver 4|, through the line I4 and expansion valve Ila, to the evaporator II. Evaporated lrefrigerant returns to the compressor through line I5.

A stand-by motor 42 is provided for actuating the compressor when the car stops. Preferably the vmotor is of a type suitable for use with electric current available at the stations where Thus it may be an AC motor 0f standard voltage andv frequency. Clutch means 55 when the clutch 43 is opened, thus simultaneously disengaging the compressor from the wheel drive andstarting the motor after the leads have been connected to the station current.

In the modification shown in Fig. 3 the horizontal shaft is driven proportionally to the speed of the car and may be the axle thereof. This is connected by means of a belt drive .|0| to a horizontal shaft |02. This shaft is connected to a variable ratio transmission 03 which may be similar to the transmission shown in Figs. 1

and 2 or may be any other type of automatically` controlled variable ratio transmission. This transmission |03 is connected to a shaft |04 which drives a right angle gear train |05 connected to clutch means |06. The clutch means |06 drives a compressor |01 through the shaft |08 and is also connected to a "stand-by motor |09 through the belt drive H0. The manual actuator simultaneously declutches the means |06 and closes the switch H2 whichcontrols the flow of current to the motor |09.

The compressor |01 discharges compressed refrigerant to the condenser sections H3 and H4 which discharge liquefied refrigerant into the receiver H5. Liquid refrigerant ows through the line ||6 and through the automatic expansion device ||1 to the evaporator H8 and the evaporated refrigerant returns through the line H9 to the compressor |01. An electrically driven fan |20 blows air to be conditioned over the evaporator H1 into the compartment |2| of the vehicle. Air is forced over the condenser sections H3 and H4 .by means of an electrically driven fan or blower |22 driven by a motor |23 which is energized from a battery or generator |24. of the compressor |01 is made substantially constant, or is maintained between permissible speed limits, by means of the transmission |03 while the car travels at all normal speeds.

In a modication shown in Fig. 4 the axle 200 vis connected by means of a belt drive 20| with a shaft 202 connected to clutch means 203 which in turn is connected with the driving shaft 204 connected to the variable ratio transmission 205 and, by the belt drive 206 to the stand-by motor 201. A variable speed transmission 205, similar to that shown in Figs. 1 and 2, drives the compressor 208 through the shaft 209 at a substantially constant speed, or within permissible speed limits notwithstanding variations in speed of car axle 200. The compressor 208- is connected to an air conditioning system substantially similar to that shown in either Figs. 1 or 3. The handle 209 simultaneously actuates the clutch means 203 and the motor control 2|0 substantially as in Figs. 1 and 3.

In the modification shown in-Fig. 5 the car axle 250 is connected to the horizontal shaft 25| through the belt drive 252. The shaft 25| is connected to a variable ratio transmission 253,

ysimilar to that disclosed in Figs. 1 and 2, which in tiu'n is connected to clutch means 254. This latter means is connected by means of shaft 255 with the compressorA 256 and the motor 251. The

y shaft 255 also drives a condenser fan 258 by means of the belt drive 259.

The clutch means 254 is actuated by a handle 250 which also opens The arrangement is such that the speed and closes the switch 26| which controls the flow of current to the motor 251. The compressor 256 discharges refrigerant into a condenser 262 which in turn discharges into a receiver 263. The remainder refrigerant circuit may be substantially as shown in either Figs. 1 and 3.

In the modication shown in Fig. 6 the car axle 300 is connected to the horizontal shaft 30| through the belt drive 302. The shaft 30| is connected to a variable ratio transmission 303 which in turn is connectedvto clutch means 304. This latter means is connected by means of shaft 305 and belt drive 306 with the compressor 301 and thermotor 308. The shaft 309 connecting the compressor and motor also drives a condenser fan 3|0. The clutch means 304 is actuated by a handle 3H which also opens and closes the switch 3|2 which controls the flow of current to the motor 308. The compressor 301 discharges refrigerant into condenser sections 3|3 and 3|4. The remainder refrigerant circuit may be substantially as shown in either Figs. 1 and 2.

In the modification shown in Fig. 1 the car axle 325 is connected to the horizontal shaft 326 through the belt drive 321. The shaft 326 is connected to a variable ratio transmission 328 which in turn is connected to clutch means 329. This latter means 329 is connected by means of shaft 330 with the compressor 33| and by belt drive 332 to the motor 332. The clutch means 329 is actuated by a handle 334 which also opens and closes the switch 35 which controls the flow of current to the motor 33. The compressor 33| discharges refrigerant into a condenser 336 which in turn discharges into a receiver 331. From thence the refrigerant flow path includes liquid line 338, lexpansion valve 339, evaporator 340, evaporated refrigerant line 34| and returns to compressor` 33|. An electrically driven fan 342 forces air over evaporator 340 into compartment 343.

In the modification shown in Fig. 8 the car axle 350 is connected to the horizontal shaft 35| through the belt drive 352. The shaft 35| is connected to a variable ratio transmission 353 which in turn is connected to clutch means 354. The clutch means 354 is connected to a second clutch means 355 which connects to the motor connected and the motor drive may be connectedand the motor started, or the converse operation may be also made. The remainder of the system may be.asin Figs. 1 or 3.

In Fig. 9, the axle 315 drives shaft 316 through belt drive 311. Shaft 316 is connected to variable ratio transmission 318 which in turn is connected to clutch means 319, motor 380 and compressor 38|. The handle 382 simultaneously actuates clutch means 319 and switch 383 which controls motor 380 in a manner heretofore described.

In all of the modifications, the variable ratio transmission may be of the type shown Ain Fig. 2 or may be any other type of transmission which automatically tends to maintain a substantially constant speed (within permissible limits) of the compressor at normal running speeds of the car. It is to be understood that such constant compressor speeds need not be maintained during the starting or stopping period of the car, as such period is relatively short and it is not detrimental 2,158,136? to run the compressor at a slow speed during such short intervals. v

While the form of embodiment of the invention as herein disclosed constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope oi the claims which follow.`

What is claimed is as follows:

1. In combination, a variable speed power source, 'a constant speed power source having, a power transmitting shaft projecting at both ends, a driven menber, means for transmitting power from one end of said shaft to said driven member, a driving V-pulley driven by said variable speed power source, a driven V.pulley on the other end of said shaft, spring means urging together the sides of said driving p .xlley, centrifugal means urging together the sides of said driven pulley with a tendency to increase the speed of said driven pulley, a V-belt between said pulleys, whereby said driving pulley may vary in speed and said driven pulley tends to rotate at a more constant speed, and means whereby either power source may be used for-operating said driven member.

2. In combination, a variable .speed power source, a constant speed power source having a power transmitting shaft projecting at both ends.

a driven member, means for transmitting power from one end of said shaft to said driven member, a driving Vpulley driven by said variable speed power source, a driven V-pulley on the other end of said shaft,spr`ing means urging together the sides of one ofsaid pulleys, centrifugal means urging together the sides of the other of said pulleys with a tendency to increase the speed of said driven pulley, a V-belt between said pulleys whereby said driving pulley may vary in speed of said shaft whereby said driven member tends to rotate at a more constant speed than said variable speed power source, and means whereby either power source 'may be used for operating said driven member.

' CHARLES 1". 

